Car-coupling



(No Model.) 2 sheets-sheet 2'.

H. BEEMER.

GAR GOUPLING.

No. 352,640. Patented Nov. 16, 1886.

Ur Il Witwe/oo @o @In amwo'z UNITED l STATES PATENT OFFICE.

" HENRY BEEMER, OF CHILLICOTHE, MISSOURI.

CAR-COUPLlNG.

SPECIFICATION forming part of Letters Patent No. 352,640, dated November 16, 1886.

Application filed July 3l, 1856. Serial No. 209,629. (No model.)

To all whom it may concern,.-

Beit known that I, HENRY BEEMER, a citizen of the United States, residing at Chillicothe, in the countyY of Livingston and State of Missouri, have invented certain new and useful Improvements in Car-Couplers; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

The object of this improvement is a coupling for freight-cars that can be operated either` from the ground or fromthe top of the car for -the purpose of coupling -or for nncoupling While the train, is in motion. These results are attainable by the mechanism illustrated in the drawings herewith led as part hereof, in

which the same letters ,of reference'denote the;

same parts in different views.

Figure 1 is a sectional representation of a freight-car inverted' and provided with coupling mechanism embodying the features of my improvement. Fig. 2 is a sectional s'ide elevation of the same. Fig. 3 is a horizontal sectional representation of the draw-bar and coupling mechanism proper. Fig. 4 is a longitudinal vertical sectional representation of the same, more fully illustrating the construction and relation of its parts. Fig. 5 is a perspective representation of the link. Fig. 6 is a plan representing a modification of the coupling mechanism.

A A is a freight-car.

B is the truck. j

C is the draw-bar, which is transversely bifurcated at its front or outer end, as shown at C C2, and rounded at its inner or rear end, c, which is provided with a spiral spring, cffor a purpose hereinafter explained.

D is a plate secured to the under side of the draw-bar by any suitable means, and so formed as to leave a space between its upper side and the lower side of'the draw-bar, as illustrated in Fig. 4.

E E are link-clamps pivoted between the divisions G CZ of the draw-bar, as more fully shown at f2 f2 in Fig. 3. Intermediate of the clamps E E the draw-bar is provided with a spring, f, held in position by a pin, f. Thev spring f is to have sufcient tension to force the front ends of the clamps E E apart, ex-

cept when specially adjusted in the position shown in Fig. 3, as hereinafter set forth. Rearward of the link-clamps the draw-bar is provided with a sleeve, F, having inclinations at its sides, as shown, and a perpendicular lug, F', at its under side, which projects through aslot, d, in the plate D.

G 1s a lever pivoted at b to the car-sill. A',

from whence it is sufficiently extended to project slightly beyond the opposite side of the car, to which it is additionally secured by a bearing-plate, b. This lever G is connected by means o f a link, g, with the sleeve F through its lug F. j

As shown in Fig. 2, G is a lever pivoted to the side of the car in a position to engage the lever G. The lever G is connected by means of a link, g', with a lever, G, pivoted to the side of the car at g2, and extended thence through a keep-plate, g3, sufficiently to be conveniently operated from the top of the car.

H is the coupling-link, having barb-shaped ends, as shown, which are adapted to be grasped, firmly heldl by, and to pull on the" clamps E E.

The mechanism is adjusted for coupling or uncoupling cars by"nieans of the levers G G2. By movingthe leverG forward in the position shown in Fig. 1 the inclinations of the sides of the'sleeve F, by reason of its connection with lever G through link g, will engage the inner sides of the inner ends of the link-clamps and cause their outer ends to move inward and be held around the barb-shaped ends of the link H. By reversing the movement of the lever Gthe sleeve will be disengaged from the ends of the linkc1amps, When the spring j will force the outer ends of the clamps apart, and the link Will thereby be released.

The inner sides of the innerv ends of the linkclamps should be provided with vertical heads adapted to iit in corresponding recesses in sides ofthe sleeve F, as shown at h h in Fig. 6, as the spring f will hold the inner ends of the link-clamps firmly against the sides of the sleeve F, and the latter Will be prevented by the heads h h from changing its position, and thereby releasing the link and uncoupling the car. By reason of the lever G2 being connected with the lever G through the link g and lever G', the sleeve F may be reversely adroo justed from the top of the ear and the latter uneoupled, Whether stationary or in motion, which would save time largely in the shifting of cars from one track to another and in making up trains by dispensing with the necessity of having to stop and uncouple and starting again to give the cars sufeient momentum for the movement desired.

The spiral spring around the rear end of' the draw-barwill relieve the jar of the cars when the draw-bars come in Contact with eac-h other in coupling.

Having explained the features of my improvement. what I claim as new, and desire to secure byLetters Patent, ist.

l. rlhe combination of the draw-bar, the link-clamps, the sleeve arranged to slide on the draw-bar and engage and hold and be held by the link-Clamps, and the lever for operating the sleeve, substantially as specified.

his HENRY BEEMER.

mark.

Vitn esses:

G. WV. SHOTWELL,

S. L. HARRIS. 

